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About Ricky_231

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  • Gender
  • Location
    KJYO / Washington, D.C.
  • Model
    M20K 231

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  1. Honestly - I rarely go up to O2 levels - mostly cruise between 8 and 11k ft, which is prime J territory, but still love my K. Hot days, cold days - it's all the same. Climb, climb, climb no worries. Also I love to know that I have the option of going higher if needed. Wife and I are planning a couple of trips to Utah and Colorado as well - that should be fun.
  2. Well if it's really gusts you're worried about, I have a ratchet strap that I hook to the copilot rudder pedal, wrap it around both yokes a couple of times and hook it back up to the rudder pedal. Holds elevator, aileron, and rudder in place with no flutter in up to 50 knot winds (strongest we've had so far...). If it's more of a wheel lock, anti-theft solution you're looking for, then I don't know. I just buy insurance. :-)
  3. holy crap - I think I'd rather be inside a small plane.
  4. It came back down a hair on final approach and then all the way back to normal (after a few wiggles) during taxi. Feels like something stuck - but I can see how a bad connection could have a similar effect. I'm going to have it checked and reseated/connections tightened just in case.
  5. Yikes - I kept thinking "what if I'm allergic? what if stings me in the eye?". The worst part is I was probably at 500-700ft AGL at this point, and the Dulles Bravo only 500ft above me. So on top of everything I'm having to balance neither hitting the ground nor busting airspace. I thought about turning on the AP then I remembered it's porpoising like crazy in ALT mode! It was just one of those days... Yesterday was quite the opposite though - what a day to fly! So there's that :-)
  6. Alright - whatever it was, it's gone. Couldn't replicate the issue today - all gauges in the green, performance normal. I'm still going to get the sender/gauge checked, and keep an eye on things. Also, no hornets - DOUBLE WIN!
  7. Today's preflight is going to be especially paranoid
  8. yep - i just had my ASI overhauled, so a lot of fiddling behind those gauges
  9. isn't that the thing with pig fat in it? does it work?
  10. Middle of the green - mid 100s. Phillips 66 20w50. It usually goes up a bit on takeoff, but I had never seen it pegged to the right on the red line. Also, when I turned around to come back and land, I pulled power to 21-22" and the gauge just stayed there on the red line. It only went back to normal after I started taxiing to the ramp. But then, on the second flight, before the hornet encounter, it was behave normally again. That's why I'm starting to think @carusoam's #9 is a serious contender.
  11. I've seen hornets AROUND the plane before - I think they live in a defunct aerostar across the ramp from me. I believe they share the aerostar carcass with the gazillion birds that live there too. I always do a very thorough walk around, especially during mating season looking for bird nests. Today I even opened up the tail panel to look inside. No nests of any kind. Unless it's inside the cockpit, like under the seat. But talk about a nightmare scenario. At least I *think* it wasn't a murder hornet :-)
  12. Let's see: 1) agreed 2) thought about that - will have it checked 3) 75oF... and i let the oil temp rise to mid 100s before doing anything 4) good to know 5) no - the runup was completely uneventful 6) I do not - I've an EI UBG-16 engine monitor - no recording though 7) no changes there - a regular run up + takeoff 8) indeed :-) 9) THAT'S what I'm thinking - wonder where it got flushed out to though - hence the early oil + filter change on my mind now 10) zilch... like I said, plane's been behaving really well lately, and even today - the rise in temp was as every other time, even the changes in pressure were consistent with previous startups/runups (close to the top of the green on start up, oil is cold, slowly decreases as engine warms up, goes to the bottom of the green when in idle by the time I'm at the runup area, increases when I do the mag check, varies slightly with prop cycling, slight drop in then back to normal)
  13. Maybe I’ll add “check for hornets” on my preflight checklist. Sent from my iPhone using Tapatalk
  14. This afternoon the weather was just perfect. Low 70s, winds calm, and I had a couple of hours to spare. So I put on my newly acquired Mooney t-shirt (there’s a whole thread about them) and headed to the airport. Preflight was fine, run-up went as usual. No red flags. Plane has been behaving quite well lately save the porpoising autopilot (also another thread). On take off roll, full power, I proclaimed the usual “everything in the green” out loud, except it wasn’t. Oil pressure was high - all the way up to the thin red line. I tried to abort the takeoff but it was too late - I was already at rotation speed, and then in the air. I kept an eye on the oil pressure gauge and nothing, pegged all the way to the right. Called tower immediately and told them I’d be returning to field because of a possible engine malfunction. They cleared me to land immediately, I did a lap around the pattern and landed. Pressure only went down on taxi. Then I ran into a couple of buddies on the ramp that heard me on the radio and we talked about the issue for a while. 30-40 min. At the end of which I decided to give it another go. Same deal - preflight, runup, takeoff. Everything great - this time actually in the green. So I headed to the practice area where I planned to practice a few commercial maneuvers. Then I noticed I wasn’t picking up speed as usual. At this point I’m already paranoid, but realize the gear was still down. My head was clearly not in the game anymore. But I thought I’d push through and do a little flying. That usually makes everything better. Then a HORNET flies right in front of my eyes. INSIDE the cockpit. And it’s angry. It’s trying to go somewhere but keeps hitting the windshield. Then it comes at me. I try to swat it away. A HORNET. IN THE COCKPIT. I opened the little pilot window and kept swatting. It flew out the window. I was still at 1000ft, completely distracted from flying the plane or anything else. That’s how you end up in an NTSB report I thought. I called tower again and called it a day. Some days I guess we’re just not meant to go up. Anyway I thought I’d share this little tale here. Incidentally, if anybody has any idea what could’ve caused the high oil pressure indication... temps were all good. I thought maybe the sender is faulty, or the relief valve clogged with some small impurities or congealed oil. Or maybe a clogged oil filter. I’m due for an oil change in 5 hours anyway - I’ll probably move that up a bit just to make sure everything is new and clean. Thoughts? I’m going up again tomorrow or Friday to see if it happens again. The oil pressure, not the hornets. The continental engine manual make no mention of high pressure. Only low. Sent from my iPhone using Tapatalk